Regulator for brake rigging



I mm M Q m Aug. 14, 192 8.

. w. H; SAUVAGE REGULATOR FOR BRAKE RIGGING Filed Dec. 2'7, 1926Patented Aug. 14, 1928.

UNITED STATES 1,681,051 PATENT OFFICE.

WILLIAK H. BAUVAGE, 01' NEW YORK, N. Y., ASSIGNOB, BY HESNE ASSIGNMENTS,

'1'0 ROYAL RAILWAY IMPROVEMENTS CORPORATION, OF NEW YORK, 11'. Y., A.COB- POBATION OI DELAWARE,

uncommon. son 1mm meeme.

Application filed December 87, 1828. Serial No. 157,168.

This invention relates to regulators for the foundation brake rigging ofrailway vehlcles, and this regulator is of the general type shown anddescribed in my prior Patent 0.

1,612,781, dated December 28, 1926, and especially adapted for use insuch combination.

In the above mentioned patent, there 1s shown all of the essential partsof the foundation brake ri ging of a railway car including a hand bra e,air brake cylinder and intervening power multiplying means. The cylinderlevers are positioned relatlve to each other and the associated truckbrake riggmgs as fully described therein by means of a regu- 15 lator,one of the various possible embodlments of which constitutes the subjectmatter of the present invention and application for patent. 1

One of the objects of the present invention is to provide a regulatorattached to the draft sills of the car of the above general characterfor association with foundation brake ri ging which will be of simple,practical an ine ive constructlon.

A further 0 'ect is to provide such a regulator which w 1 besubstantially fool-proof, not likely to et out of order, and one whichwill be reliab e and eflicient in o ration.

A further object is to provi e a com act regulator in which the aplartsmay be a assembled prior to inst ation u n a car body, aswell as one inwhich't e various moving parts are enclosed, not only to preventtampering and disturbance y inexperienced or unauthorized rsons but alsoto rotec't the moving parts m the weather and the dirt of the road.

A further object is tcewdprovide a regulator havin a predeterminregulat' movement 1l1y protected within a suitab e casing whereby properbrake shoe clearance on a car truck can be positively established andmaintained from a point near one end of the car.

A further object is to provide a mechanism of the last above Ill tionedcharacter adapt- I ed to be manually rated to give positive and uniformpredetermined movement of the brake levers of each truck independent ofthe other thereby insuring uniform predetermined piston travel.

Other objects will be in part obvious and in part hereinafter pointedout in connection with the following analysis of the invention{finding-from the unders1 when taken in connection with the accompanyingdrawings forming a partof the present disclosure.

In these drawings- Figure 1 is a semi-diagrammatic elevation and planview showing such parts of the truck brake ri ging and draft sills as isnecessary to yunderstand this invention.

Flgure 2 is. a substantially central longitudinal section of theregulator in its normal position of rest.

F1gure 3 is a transverse sectional view taken substantially along theline 33 of Figure 2.

Referring now to the drawing in detail and more particularly to Figure1, 10 indicates a truck bolster of an ordinary fourwheel freight cartruck, for example, to one side of which is positioned a dead lever 11which in practice normally occupies a diagonal position of substantlally45 with re- Spect to the three intersecting right angle planes. Thisdead lever 11 is connected at its lower end to one end of a push orbottom rod 12,.the opposite end of which rod is pivotally connected tothe lower end of a live truck lever 13. These levers are, of course,provided with brake beams and su porting connections 14 adapted to carry1; e usual brake shoe heads and shoes '(not shown) for engagement withthe wheels 15. The upper en of the live lever 13 is provided with a pullrod 16 connected to the outer end of a horizontally disposed cylinderlever 17 which moves back and forth on a supporting stop 18. I

is supporting stop, as herein shown, is

ty of hanger dee of the car or aft sill, altho now when steel is soextensively used in the construction of cars, it is sometimes moredesirable to provide an elonated slot in the draft sills. The essentialeature of this supporting means, regal-(11am of the form it may take, iseither in its accurate positioning or the provision of means therewithfor limiting the relative movement of the cylinder lever 17 as showntowards the left, that is, to normal position of release. With the truckbrake rigging properly adjusted, this cylinder lever 17 should'lie snug106 against the left end of the supporting stop 18. All of these parts,with the exception of the definite and predetermined location of of thecommon U-shaped the supporting stop 18, are old and well known, and needno detailed description.

The upper end of the dead lever 11 is anchored against relative movementtowards the right during the application movement of the brakes by themeans of a regulator 20 attached to the car sills. This regulator, whichis shown more clearly in Figures 2 and 3, is adapted to be rigidly andfirmly secured to the draft sills by means of a laterally extendingplate 21 and its associated fastening means. The regulator, as hereinshown, comprises a main housing forming a substantially dust proofchamber 22, preferably made in the form of a hollow casting open at oneend whereby the parts may be easily assembled. After assembly, however,this open end is preferably permanently closed by a plate or cap 23securely locked in position by means of rivets 24 passing thru holes inregistering ears 25 on the cover and chamber respectively. The oppositeends of the assembled chamber are provided with registering bearingholes 29 thru which a notched holding rod 26 may be passed.

This rod 26 is provided along one surface with a series of notches orratchet teeth 27, and on its underside by a groove 28. The purpose ofthis groove is to give perfect anneal to the rod and act as a groove for1ts handle to keep it secure against turning relative thereto when thehandle is actuated to turn the rod 26 to release position.

Supported by this rod 26 is a second cage or box 30, substantiallyU-shape in cross section and having a transverse pivot 31 carrying takeup means such as pawl 32 normally urged into engagement with the ratchetteeth by means of a relatively stifi spring 33. The pawl in this mannerfirmly grips the box upon the rod 26 and the bearings 29 guide the box30 in its movement just out of contact with the underside of the chamber22. There is sufficient play all around the top and sides of the box 30to permit the same freely to slide or move longitudinally within itscontaining chamber while clamped to the rod 26 when the rod 26 is movedrelatively towards the left during its regulating movement.

A lug 34 on the inside of the cover 23 limits the predeterminedregulating movement of the box 30 towards the left, and by removal orchanging the length of this lug, the range of movement of the inner boxmay be adjusted or increased to that extent.

One end of the rod 26 is preferably provided with an eye 35 adapted tobe flexibly connected as by means of clevis and chain 36 with the upperend of the dead lever 11. This flexible connection permits a relativeswinging movement of the truck on rounding a curve with respect to theregulator or car draft sills without having any material effect upon theangularity or position of the truck brake levers. The opposite end ofthe rod 26 may be provided with a handle 37 keyed to the rod by slot 28to permit it to be turned thru an angle of 90 thereby to throw the pawl32 out of engagement with the rack and permit a relative inward movementor movement of the rod toward the right as when replacing worn shoes,after which the lever handle 37 will fall by gravity or be pulled intoits normal position as shown. Thus a single outward movement of theregulator handle will properly regulate the truck and car brake riggingand positively insure proper brake shoe clearance at all times.

While there is herein shown a pawl and ratchet mechanism for regulatingthe truck brake rigging, it is, of course, to be understood that otherforms of permanent holding means could be employed if desired, the mainpoint to bear in mind being that the regulating movement or the movementexisting between the left hand end of the box 30 and the inner end ofthe cover 23 or the variable stop 34 should be the predeterminedmovement substantially equal to the application movement of the upperend of the live lever when applying the brakes. If this normalapplication movement is exceeded at any time, then the regulator shouldbe actuated by pulling out the regulator handle 37 as far as possible,thereby to cause the inner box 30 gripped to the rod 26 by spring pawlto move with the rod 26 until engaged by the end wall 23 or stop 34. Iffurther movement of the rod 26 takes place during this substantiallyinstantaneous regulation of the brakes, then the rod 26 is movedrelatively towards the left thru the box 30 and the pawl 32 drops intothe next adjacent tooth.

From the above description, it will be noted that the relatively stiffspring 33 coacting with the pawl 32 causes the latter to firmly grip therod 26 whereby the box or cage carrying this pawl floats in space withinthe outer housing until a predetermined movement of the rod relative tothe casing 23 takes place, whereupon the rod 26 moves relatively furthertowards the left to take up another notch on the bar under the pawl. Onrelease of the handle 37. the rod 26 with its cage box 30 and pawl dropback to the end of the outer housing 22, and a predetermined brake shoeclearance is thus established and maintained until further excessivewear of the brake shoes takes place requiring another regulatingmovement. In this manner, the live lever 13, pull rod 16 and cylinderlever 17 occupy a predetermined definite relation at all times when thecar is at rest, and the regulating movement of one device will have noeffect whatsoever upon the remainder of the foundation brake rigging.

loo

It willbe noted that the flexible connec tion interposed between theregulator and the dead levefwill automatically throw the handle 37 intoits normal vertical position when the brakes are applied, if by accidentthis handle was left in 1ts release position.

This regulating movement is positively limited by means of the hanger orsupporting stop means 18 engaging the cylinder lever 17. In other words,the regulator brings this cylinder lever 17 up snug against its stop 18and simultaneously brings the brake shoes into engagement with theperipheries of the wheels. Thus the brakes of one truck and itsco-operating cylinder lever are instantaneously regulated andindependently of the other truck brake rigging. It is, of course, to beunderstood that as in my prior Patent No. 1,612,781; above referred to,a similar regulator is mounted for indeendently and separatelyregulating the truck Brake rigging of the truck at the other end of thecar, as well as the asociated cylinder lever connected therewith.

This actuating movement of the regulator should not be confused with thefunction and operation of automatic slack adjusters or even the slackadjusters shown and described in my prior Patent No. 909.232, dated Januar 12, 1909, for the various devices shown 1n said patent do not andcannot regulate the brake rigging and give proper brake shoe clearancebut merely take up a certain amount of slack due to excess wearregardless of the positioning of the various levers. In their operationthey were found impractical and unsuccessful for the reason that anactuation of one of tliese devices caused a distortion or disturbance ofthe angula 'ty of all the cylinder levers and the truck bra e rigging atboth ends of the car. No consideration was given to the importance ofproviding for this independent regulation, and a predetermined movementsubstantially equal to the application movement of the upper end of thetruck live lever and cylinder lever when the brakes are applied. Theonly provision that was made was a small lost motion slot to preventtaking up all of the brake shoe clearance, and means attached to the carbody to manually operate said take up means. This has been dispensedwithin this invention.

From the above, it will be seen that the present invention provides amanually operable regulator adapted to be associated with the foundationbrake rigging, one at each end of the car, and when so associated willpermit substantially instantaneous regulation or positioning of thetruck brake levers and at the Same time positively insure properpredetermined brake shoc clearance. Inasmuch as this regulation isperformed while the car is at rest at which time there is a distancebetween the peripheries of the wheel, there cannot possibly be less thanproper redetermined brake shoe clearance when t 0 car is in motion; thustight brakes or dragging shoes are ositively eliminated from this cause.It wi 1 be further noted that one casing completely encloses andsurrounds the inner cage or casing containing the moving parts therebyfully protecting the movement of said parts from atmospheric conditionsas well as the dust and dirt of the road. The manner of assembling thevarious parts positively prevents tampering with the inner movable partsso that the device is thoroughly foolproof. Even should an inexperiencedworkman pull outothe handle 37 to its limit of travel and leave it orturn the handle thru 90 and leave it, the brakes would on the firstapplication automatically assume a correct normal position with thebrakes properly regulated.

The invention is of simple and practical construction, ma be easily'andinexpensively manufacture and may be installed on cars now in generaluse without material modification, waste or re-arrangement of parts.

I claim:

1. A regulator for the brake riggin of railway cars comprising arelatively xed member adapted to be rigidly secured to the draft sill ofa railway car, a take up mechanism adapted to be connected with thebrake rigging including a rod passing thru said member, holding meanscoacting with said rod and enclosed within said member", said holdingmeans having a limited range of free floating movement prior toperforming any take up function.

2. A regulator for the brake rigging of railwa cars comprising asubstantially dirt proof ousing adapted to be rigidly secured to thedraft sill of a car, a rod mounted in bearings in said housing andpassin thru said housing and adapted to be flexib y connected with thebrake .rigging, holding means including a second housing mounted uponsaid rod and freely moving within said first housin throughout adistance proportional to an adapted to insure proper brake shoeclearance of the shoes of one truck only,

and means within said second housing coact-' in with said rod adapted totake up and hogd any excess regulating movement of the r0 3. A regulatorfor the brake rigging of railway cars comprising a permanently closedhousing having bearings at its 0 posite ends adapted to be secured to araft sill of a railway car, a rod mounted in said bearings and passingthru said housing having one end adapted to be connected to the brakerigging, an actuating means at the other end, and take up means mountedwithin said housing and supported on and carried by said rod adapted tohave a free floating movement proportional to proper brake shoeclearance of the shoes of one truck only when said handle is actuatedand permit excess relative movement of the rod to restore brake shoeclearance.

4. A regulator for the brake rigging of railway cars comprising apermanently closed housing having bearings at its opposite ends adaptedto be secured to a draft sill of a railway car, a rod mounted in saidbearings and passing thru said housing having one end adapted to beconnected to the brake rigging, an actuating means at the other end,take up means mounted within said housing and supported on and carriedby said rod adapted to have a free floating movement proportional toproper brake shoe clearance when said handle is actuated and permitexcess movement relative to the rod to restore brake shoe clearance, andmeans whereby said free floating movement may be adjusted.

5. A regulator for use with a truck brake rigging on a railway car,having means for preventing a regulating movement from being transmittedto the remainder of the brake rigging, said regulator including asubstantially dirt proof housing, said housing being provided withhearing openings at its opposite ends, a rod passing thru said bearingsadapted to be flexibly connected to the truck brake rigging, a cagecarried on said rod and movable freely therewith as said rod is moved adistance proportional to the proper predetermined brake shoe clearance,of one truck only, and means carried thereby adapted to coact with saidrod permanently to take up and hold any excess movement of the rod overand above said brake shoe clearance.

6. In mmbination with a truck brake rigging on a railway car, aregulator attached to the draft sill of said car and including asubstantially dirt proof housing, said housing being provided withbearing openings at its opposite ends, a rod passing thru said bearingsadapted to be flexibly connected to the truck brake rigging, a cagecarried on said rod and movable freely therewith as said rod is moved adistance equal to the proper predetermined brake shoe clearance, andmeans carried thereby adapted to coact with said rod permanently to takeu and hold any excess movement of the re over and above saidbrake shoeclearance, said means including a spring pressed pawl adapted to coactwith notches in the adjacent surfaces of said rod.

7. In combination with a truck brake rigging on a railway car, aregulator attached to the draft sill of said car and including asubstantially dirt proof housing, said housing being provided withhearing openings at its opposite ends, a rod passing thru said bearingsadapted to be flexibly connected to the truck brake rigging, a cagecarried on said rod and movable freely therewith as said rod is moved adistance equal to the proper predetermined brake shoe clearance, andmeans carried thereby adapted to coact with said rod permanently to takeu and hold any excess movement of the ro over and above said brake shoeclearance, said means including a spring pressed pawl adapted to coactwith notches in the adjacent surfaces of said rod, said rod beingprovided with means whereby it may be turned to throw said pawl andratchet out of coactive relation to permit the truck brake rigging to berestored to full release position for inserting new shoes.

8. In combination with a truck brake rigging of a railway car, aregulator including a U-shaped permanently closed housing secured to thedraft sill of a car, a second U- shaped housing freely floating withinthe first housing, a notched rod passing thru both of said housings uponwhich said second housing and is supported, and a spring pressed pawlcarried between the side walls of said second housing whereby saidsecond housing firmly grips said rod, said housings having a freerelative movement with respect to each other substantially proportionalto proper brake shoe clearance, said pawl being adapted to take up andhold any excess movement of said rod relative to the second housing overand above said proper brake shoe clearance.

9. In combination with a truck brake rigging of a railway car, aregulator including a U-shaped permanently closed housing secured to thedraft sill of a car, a first housing, a notched rod passing thru both ofsaid housings upon which said second housing is supported, and a springpressed pawl carried between the side walls of said second housingwhereby said second housing firmly grips said rod, said housings havinga free relative movement with respect to each other substantiallyproportional to proper brake shoe clearance, said pawl beingadapted totake up and hold any excess movement of said rod relative to the secondhousing over and above said proper brake shoe clearance, and means forthrowing the second pawl and rod out of coactive relation.

10. A regulator for the brake rigging of a railway car comprising aU-shaped housing closed on all of its sides except for bearing openingsin its opposite ends, said housing having a laterally extending flangewhereby the same may be secured to the draft sill of the car, a secondhousing mount ed within said first housing and having a spring pressedpawl pivoted between its side walls, a notched rod passing thru both ofsaid housings for freely supporting said second housing, said rod beingprovided with means at one end whereby it may be connected to the brakeriggin and operating means at itsopposite end or actuating theregulating movement and also forthrowing said pawl and rod out ofcoactive relation when it is desired to restore the brake rigging tofull release position.

11. A regulator for use with the truck brake rigging of a railway carprovided with means for preventing the regulating movement from beingtransmitted beyond the truck with which, it is associated, comprisin aU-shaped housing closed on all of its si es except for hearing openingsin its 0 posite ends, said housing having a latera y extending flangewhereby the same may be secured .to the draft sill of the car, a secondhousing mounted within said first housing and having a spring pressedpawl pivoted between its side walls, a notched rod assing thru both ofsaid housings for free y suporting said second housing, said rod bemgprovided with means at one end whereby it may be connected to the brakerigging, and operating means at its opposite end for actuating the relatin movement and also for throwing sa1d paw and rod out of coactiverelation when it is desired to restore the brake rigging to full releaseposition.

12. A regulator for use with the truck brake rigging of a railway carhaving means for preventing the regulating movement from beingtransmitted to the remainder of the brake rigging, comprising arelatively fixed housing secured to the draft sill at one end andadjacent one of the trucks, a take up mechanism mounted in said housingconnected with the adjacent truck brake rigging including a rod passingthru said housing, and permanent take up and holding means in saidhousing and coacting with said rod having a limited free movement priorto performing any take up function substantially proportional to thebrake shoe clearance of the truck with which it is associated.

13. A regulator for the truck brake rigging of a railway car havingmeans associated therewith for limiting the transmission of theregulating movement, comprising a housing closed on all of its sidesexcept for bearing openings, 9. rod passing thru said bearing openings,and permanent take, up and holding means coacting with said rod andfreely supported thereon adapted to have a free movement within saidhousing an amount proportional to the brake shoe clearance of the shoesof the truck with which it is associated prior to performing any take upaction on said rod.

14. A regulator for use with the brake rigging of a railway carcomprising an inclosing housing having bearingeopenings, a take up rodpassing thru said aring openings, permanent t e up andholding meanscoacting with said rod and freely supported thereon adapted to have afree movement within said housing an amount proportional to total brakeshoe clearance prior to performing any take up action on said rod, and

a spring holding 'said permanent take up means in holding engagementwith said rod at all times. I

15. In combination with a lever of the foundation brake gear, a variableregulator therefor including an ad'usting rod having ratchet teeththereon, a reely floating cage resting on said rod, and a pawl mounted1n said cage for engagement with said ratchet teeth, said adjusting rodhaving a substantially circular cross section whereby, upon turning ofsaid rod, the pawl is disengaged from said ratchet.

16. In combination with a lever of the foundation brake gear, aregulator therefor including a casing, an adjusting rod extending thrusaid casing and having ratchet teeth thereon, a floating cage mounted insaid housing and resting on said ad'usting rod, a pawl mounted in saidcage or engagement with said ratchet teeth, and removable meansoperative between the end wall of the casing and the adjacent face ofthe cage to increase the movement of the cage relative to the casing.

l7.'A regulator for use with the brake rigging of a railway carcomprising an elongated member having bearing openings at its ends, aratchet rod passing thru said bearing openings, permanent take up andholding means including a pawl coacting with said ratchet rod and freelysupported thereon adapted to have a free relativemovement between theends of said elongated member during regulation an amount substantiallyproportional to total brake shoe clearance prior to performing any takeup action on said .rod, and means adapted tgd hold said pawl inengagement with said r Y 18. In combination with a lever of thefoundation brake gear, a regulator therefor including a ratchet rod, amember embracing said ratchet rod at separated points along said rod, afreely movable cage supported by said rod between the ends of saidmember having an effective difference in length proportional to brakeshoe clearance, a pivotally mounted pawl carried by said cage andcoacting with said ratchet rod during the regulation of the brake gearif and when excess travel exists, said excess travel being permanentlytaken up and held by said pawl and ratchet mechanism.

19. In a regulator for foundation brake gear, an adjusting rod having aconnection with one of the levers of said brake gear and being ofsubstantially circular cross section, said rod having ratchet teeththereon, a freely floating pivotally supported pawl cooperating withsaid ratchet teeth during the regulating operation, and means whereb awithin the housing, a pawl mounted in said disengagement of said pawlfrom said cage and adapted to move on said ratchet ratchet teeth may beeffected when desired. bar during regulating movement, and means 20. Incombination with a lever of the to limit the movement permitted saidpawl 5 foundation brake gear, a regulator adapted in proportion toproper predetermined brake 15 to have a relatively fixedposition withreshoe clearance. spe'ct to the car frame and comprising a Signed at NewYork, New York, this 15th housing, a ratchet bar passing thru said dayof December, 1926. housing and connected at one end with said 10 lever,a cage mounted upon said bar and W, H, SAUVAGE,

